Engine regulating means



Aug. 1, 1950 F. c. REGGIO 6,

ENGINE REGULATING MEANS Filed May 15, 1942 2 Sheets-Sheet 1 Aug. 1, 1950 F. c. REGGIO ENGINE REGULATING MEANS 2 Sheets-Sheet 2 Filed May 15. 1942 Patented Aug. 1, 1950 UNITED STATES PATENT OFFICE ENGINE REGULATING MEANS Ferdinando Carlo Reggie, Buflalo, N. Y.

Application May 15, 1942, Serial No. 443,109

48 Claim.

This invention relates to devices for automaticaily regulating the supply of combustible fuel to internal combustion engines, and more particularly to means for regulating the fuel supply thereof automatically to control an operative condition dependent upon, or varying with, said engine fuel supply, such for example as the maniiold pressure or other induction air 01- combustibie mixture pressure of said engines, the engine torque, the engine mean effective pressure. The invention is particularly useful in connection with aircraft engines, which are subject to considerable changes in the surrounding atmospheric pressure and temperature and insofar as the subiect' matter is common, is a continuation in part of my copendlng application Serial No. 188,960, died February 5, 1938, and now abandoned, and of my copending application Serial No. 385,806, died March 29, 1941, now Patent No. 2,403,399, issued July 2, 1946.

One of the objects of the invention is to provide a device for automatically controlling the engine manifold pressure, or other engine air or combustible mixture induction pressure, in dependence upon the adjustment of manually oparable control means regardless of changes of altitude.

Another object is to provide mean for varying the engine manifold or induction pressure substantially as a preselected function of one or more variables such for example as the adjustment of manual control means, the surrounding atmospheric pressure, the pressure at the engine cylinder exhaust ports.

A further object is to provide means for regulatlng an engine operative condition dependent upon the engine fuel supply, or the engine maniiold pressure, such for example as the engine torque or M. E. P., as a predetermined function of one or more preselected variables or parameters, including the adjustment of manual control means.

A still further object is to provide means for controlling the supply of liquid fuel to an injection engine to automatically regulate an operative condition, dependent upon said fuel supply, in accordance with the adjustment of control means.

Further and other objects and advantages will be'apparent from the description, in connection withjwhich several embodiments of the invention havebeen illustrated'in the, accompanying drawings', in which:

mg." l is a diagrammatic view of an engine in connection with a supercharger unit and automatic pressure and temperature regulators therefor.

Fig. 2 is a partial modification of Fig. 1.

Fig. 3 is another partial modification of Fig. 1 and includes a section through a torque responsive device.

Fig. 4 is a diagrammatic fragmentary view of the'regulator of Fig. 3 connected with a fuel inlectlon pump.

The power output of conventional carburetor engines and fuel-injection spark-ignition engines is predominantly dependent upon the intake manifold pressure. Such pressure, and in turn the engine output, are controlled by means of a throttle valve. Aircraft engines provided with superchargers designed for high altitudes require, when operating at low altitude, or part load, or both, a considerable amount of throttling, whereby an appreciable fraction of the power used to drive the supercharger is wasted, and the temperature of the compressed air may attain obiectionably high value.

To obviat these drawbacks variable speed drives for the supercharger have been proposed. Furthermore, means may be provided for driving the supercharger at an infinite number of speeds,

whereby the supercharger delivery can head- ;lusted to fit each altitude and operating conditlon within the designed limits.

The invention is shown as applied to a conventional radial aircraft engine ll having a carburetor 2 connected through a conduit i with a blower ill. Air is supplied to the blower through a conduit it having two branches i4 and it for leading cold and hot air respectively thereto. A valve I8 is placed at the junction of conduits ll and i5 and is pivoted so that it may regulate the ratio of cold to hot air admitted to conduit l2 and thereby regulate the resultant temperature of the air in that conduit. A valve 20 is placed in conduit i2 and is adapted to restrict the effective area of that conduit and thereby regulate the pressure at the blower intake.

The conduit I has two branches 22 and 24. The latter contains an intercooler, shown generally at 26. A valve it is placed at the junction of branches 22 and M and is pivoted so that it may regulate the proportion of air flowing through the lntercooler and thereby control the temperature in conduit 4. The conduit ,4 may extend beyond the engine it and form a conduit 5 to supply compressed air to one or more other engines.

The blower ill is driven by an independent or self-contained motor. Although a y ype of Y variable-speed motor may b used, one among its preferred forms is disclosed in Fig. l as an internal combustion motor 30 having a carburetor 32 to which air is supplied from conduit 4 through a duct 36 in which is placed a throttle valve 34. A conventional supercharger ll, driven by means of gears by the motor 30, is mounted between the carburetor l2 and the cylinders of the motor.

An idling speed governor, indicated generally at It, prevents the motor from stalling. In the preferred embodiment it consists of a centrifugal type governor, driven from, the motor III through the flexible shaft 52, and controlling the position of an axially slidable rod 64 which, in turn. limits the clockwise rotation of lever 23 and thereby prevents the throttle valve 34 from restrlcting the eifective area of duct 36 below the value corresponding, for each value of the pressure in the duct 36, to the idling speed of motor 30. The governor 50 is so designed that its energy is substantially greater than the energy of a spring 48 one end of which is secured to the lever I9 controlling the valve 20. The spring 46, cooperating with a stop 2|, tends to maintain the valve 20 in the open position.

A floating lever 44 is mounted at its median point, by means of a pivot, on an axially slidable rod 42 and its upper and lower ends are connected by means of suitable links with levers l3 and I9 respectively.

In the operation of the above-described mechanism the pressure in conduits 36 and 4 is controlled by the axial displacement of the rod 42. Assuming said rod 42 to be initially in its extreme right position as shown in Fig. 1, both the valve 2|! and the throttle valve 34 will be entirely open, whereby for a given value of the surrounding air density the motor 30 runs at its-maximum speed, the air pressure in conduit 4 attains its maximum value and the engine I develops its maximum power output.

It now the rod 42 is displaced toward the left, while owing to the action of spring 46 the valve 20 remains in the open position, the throttle valve I4 is caused to rotate so as to restrict the effective area of the conduit 36 and thereby reduce the speed of motor 30 and blower Ill and in turn reduce the value of the pressure in conduit 4 and the power output of the engine I. Continued displacement of the rod 42 in the same direction will cause the speed of motor ill to be further reduced until the rotation of valve 34 is stopped by the rod 64 operated by th governor 66. The motor 30 will then operate at idling speed, and the pressure in conduit 4 will be practically equal to the surrounding atmospheric pressure. Thereafter, upon continued displacement of the rod 42, the resistance opposed by the governor It to further rotation of valve 24 being substantially greater than the resistance opposed by the spring 46 to the rotation of lever I6, while the motor 36 is maintained at idling speed, the floating lever 44 will overcome spring 46 and operate to progressively close the valve 20 and thereby reduce the pressure in conduit 4 to such a low value as may be required for idling speed of engine I. Obviously, when the rod 42 is displaced in the opposite direction back to its initial position, flrst the valve 26 will be open while the motor I. is idling.

. a smaller displacement than the bellows I4.

between the carburetor 2 and the engine cylinders, or connected with the latter in any other suitable manner.

A pressure regulator, indicated generally by numeral 66, is provided to operate the rod 42. The pressure regulator may be any device capable of displacing the rod 42'in response to a change in the pressure inside the duct 36. In the embodiment shown this regulator includes a metallic bellows 62 sealed under total or partial vacuum and provided with a spring 62 adapted to expand said bellows. This bellows acts directly against a similar bellows 64 connected with the duct 26 by a pipe. These two bellows act on a floating lever 66 to operate pistons 66 and III which control the admission of a fluid under pressure to opposite sides of piston I2 which in turn operates the rod 42, The fluid under pressure, usuall lubricating oil from an engine-driven pump, is led into the pipe 14 and returns to the engine crankcase through conduits 16 and 18. The surrounding atmospheric pressure acts on the two bellows in opposite directions so that any change of pressure in the duct 26 Operates the bellows 64 and in turn the piston 12 and returns the pressure in duct 26 to the predetermined value, independently 01! any variation in atmospheric pressure such as that due to altitude.

A manual control 66, connected with the upper point of lever 66, is provided, whereby the value of the pressure automaticall maintained in duct 36 by the regulator 60 may be controlled. It is to be noted that, for a given position of the manual control 60, the absolute pressure in duct 26 and in conduit 4 will have a constant value within the designed altitude. The power output of engine I will increase with the altitude, owing to the corresponding decrease in the exhaust counter-pressure. Instead of a constant absolute pressure in conduit 4, a substantially constant power output of engine I at a given speed of the latter may however be obtained if a bellows 62 is provided having In fact, if bellows l2 and 84 have diii'erent diameters, the pressure regulator is responsive not only to the absolute pressure in conduits 26 and 4, but also to the surrounding atmospheric pressure, and automatically maintains in conduits 26 and 4 an absolute pressure which varies proportionally to changes of the surrounding atmospheric pressure, the ratio of proportionality depending on the ratio of the eiIective diameters of said bellows. In particular, with a bellows 62 having a smaller diameter than bellows 64, a reduction of the surrounding atmospheric pressure determines a corresponding reductlon of the absolute pressure in conduit 4, and it is clear that it will be possible to establish the relative dimensions of bellows O2 and u in such a way that a drop in the surrounding pressure, due for example to an increase of altitude, causes a corresponding reduction of supercharging pressure which substantially compensates the effect on the engine power output of the drop of exhaust counter-pressurc, th-us maintaining the power output of the engine, at a given speed thereof, constant or substantially constant independently of changes of altitude.

Fig. 1, considered in combination with Fig. 2. illustrates a powerplant arrangement in which air is supplied to the engine I by two superchargers l6 and III in series, with an intercooler 26 interposed therebetween, this arrangement being' tudm When this power-plant is operating under cruising power at moderate or low altitudes, the blower ll may become unnecessary, in which case the pressure regulator Oil, together with the spring ll, will cause the motor II to operate at idling speed. with the blower in rotating at such low speed as to be substantially ineffective and negligible. Under these conditions the pressure regu uator 6U actuates the throttle valve 20 exclusively, angularly adjusting the latter to automatically regulate the air pressure in conduit 4 at a value dependent upon the adjustment of control lever 8| and, where bellows 62 and 64 have unequal diameters, also dependent upon the pressure sur-, rounding these bellows. Obviously, where steady cruising operation at moderate or low altitude is expected, the motor 20, instead of being kept idling, may be stopped. Furthermore, where operation at high altitude is not contemplated, boththe motor 30 and the blower Ill may be removed or eliminated from the powerplant. in which case the upper end of lever 44 may be disconnected from lever 33 and connected with a fixed pivot, not shown in the drawing, or lever 44 may be eliminated and the lever I! may be linked with the piston rod 42 as it will be obvious to those skilled in the art, the pressure regulator I thus being operatively connected with the throttle valve 20 exclusively.

In order to automatically maintain the air temperature in conduit 4 at a predetermined value, a temperature regulator is provided, includinga temperature responsive element 82 connected with a bellows 8t acting directly against a similar bol lows B6. Bellows it is sealed under vacuum and is provided with a spring 81 adapted to expand it against the surrounding pressure. These two bellows act on a lever 38 to operate aservo-mechanism similar to that described for the pressure regulator and which it is considered unnecessary to again describe in detail. Temperature changes in conduit ll will cause a displacement of rod 90 which in turn operates a floating lever 98 whose upper and lower ends control, by means of levers b2 and 9d, the valves t8 and M respectively. A spring it tends to maintain the valve it in the position in which cold air only is admitted to the intake oi blower id.

Assuming the temperature of the air at the blower outlet to be equal to the predetermined temperature to be maintained in conduit t, the valve iii will be maintained by the regulator in the position shown in Fig. i, in which position amount of air flows through the intercooler ll. decrease in the temperature around the elements ill will cause a displacement toward the right of rod db and thereby operate the valve it to reduce the proportion of cold air and increase the proportion of hot air admitted to the blower in take. Conversely, an increase in the temperature around the element 82 will cause rotation of valve it in the opposite direction and thereby reduce the temperature at the blower intake, until valve it reaches its extreme position corresponding to admission of cold air only. Thereafter, further increase in the temperature will cause the valve 213 to be rotated so as to admit the necessary amount of air to the intercooler. Obviously the temperature regulator, if provided with bellows M and ti of equal diameters,is "unaffected by changes in atmospheric pressure.

Referring to the arrangement of Fig. l, the regulator til controls the pressure in conduit t and, if the engine i is provided with an additional supercharger, for example a gear-driven conventional supercharger till as shown in Fig. 2, then 6 the induction pressure in the engine manifold ll2 varies with the engine speed. However, the same pressure regulator ll may be used to control the pressure at the cylinder inlet ports, independently of the engine speed. by merely disconnecting the bellows ll thereof from duct 28 and connecting it with the engine manifold I02 as indicated in Fig. 2, the remaining structure g leing1 as already disclosed in connection with Instead of being actuated in response to charges of air pressure, the pressure regulator ll may be made responsive to the engine torque, as she nn for example in Fig. 3. The latter includes a diagrammatic section through the nose of the aircraft engine I perpendicular to the crankshaft thereof, wherein Ill indicates the engine nose housing containing a reduction gear of the planetary type having planet pinions ill carried by journals "2 supported by an annular member, not shown, rotatable with the propeller shaft Ill and engaged between a sun gear ll! secured to the crankshaft Ill and an outer ring gear Ill. The latter is prevented from rotating relatively to the engin nose I" by means of an axial extension of a pressure loaded piston. III! for providing a hydraulic torque meter, this being a known device. An engine driven pump I20 discharges oil underpressure into chamber I22 at one side of piston I I! for acting against the tangential load, proportional to the propeller torque, transmitted thereto by the outer ring gear ill. Oil escapes from chamber I22 to the low pressure chamber I22 by way of a restricted passage I25 defined by a stationary dowel i26 and the aiidable piston H8, whereby the effective area of said passage is dependent on the distance between piston H9 and cover 928, and duct I28. Piston (H9 is normally in equilibrium between the opposite ioads transmitted thereto by the propeller torque and the oil pressure in chamber I22. An increase of torque causes a displacement of piston ill toward the right thereby reducing the elitestive area of restricted passage "5 and increasing the oil pressure in'chamber i2! until the equilibrium of piston H9 is reestablished.

a. pressure regulator til similar to that described with reference to Fig. 1 may be used in connection with the above hydraulic torque meter ior controlling the engine manifold or induction pressure to automatically regulate the propeller torque at a value dependent upon the adjustment of the control member bl). To that end the bellows $4 is connected with the pressure chamber 1122 of the torque meter so as to maintain oil within bellows 64 at the same pressure as in chamber I122. The value at which the regulator bl maintains the propeller torque is determined by the load of spring t3 and in turn by the adjustment of control member 80. If the torque tends to increase or decrease, the pressure variation in chamber 1122 and within bellows 64 causes expansion or contraction of the latter and rotation of lever 66 in a direction to decrease or increase the engine manifold pressure, respectively, until the preselected value of torque is restored.

The regulator til of Fig' 3 may or may not be provided with an evacuated bellows G2 enclosing the spring 53 and acting against bellows 64. in the latter case, if the pressure surrounding beliows 64 is the same as the pressure in chamber i2! of the torque meter, the torque will be determined by the load of spring 63 and in turn by the adjustment of control lever 80, and will be independent of the surrounding atmospheric pressure within the limits of altitude of the powerplant. By altering the adjustment of control lever 80 the pilot may change the load of spring 83 and in turn vary the magnitude of the torque which the regulator 69 will automatically maintain.

When an evacuated bellows 62, acting against bellows N as shown in Fig. 3, is provided, a decrease of the atmospheric pressure causes expansion of bellows 62 and rotation of lever 66 in a direction to increase the engine manifold pressure and in turn increase the torque. With this arrangement, for a given adjustment of control lever 80 the engine torque increases with the altitude. If bellows 62 is not completely evacuated but contains a certain amount of gas, the pressure within the bellows will increase with an increase of the surrounding temperature, causing expansion of bellows 62. andin turn an increase of engine torque.

While in the drawings bellows 62 is shown acting upon lever 66 in opposition to bellows 64, it will be readily understood that according to the invention bellows 62 may be connected with lever 68 in other ways, for example in such a manner that an expansion of the latter bellows will rotate lever 66 in a direction to decrease the engine manifold pressure, or the engine fuel supply; so that the regulator 60 may be so arranged as to automatically vary the torque substantially as any suitable preselected function of such variables as the adjustment of control lever 80 and the pressure and temperature actuating the bellows or equivalent pressure and temperature responsive means.

The above described regulating system may be used for automatically controlling the torque of a fuel injection engine such as a Diesel engine as a preselected function of one or more variables, including the adiustment of control lever ll, by connecting the servo-motor actuated rod 42 of the regulator 60 with the fuel'control member I30 of a fuel injection pump I31 provided with an engine-driven shaf tIM and supplying liquid fuel to the engine cylinders by way of injection pipes 133, as diagrammatically indicated in Fig. 4.

While particular mechanical embodiments have been illustrated for the purpose of disclosing the invention, it is to be understood that the invention is not limited to the arrangements so illustrated and described, but that such changes in the arrangement of the various parts and in the number, character and combination of the condition responsive means operatively connected therewith and in the manner of operation thereof may be resorted to as come within the scope of the appended claims.

In interpreting these claims, where they are directed to less than all of the elements of the complete system disclosed, they are to be construed as covering possible uses of the recited elements in installations which lack the nonrecited elements. Certain features disclosed herein are claimed in my Patents Nos. 2,403,398 and 2,403,399, both dated July 2, 1946, and in my copending applications Serial No. 423,001, filed December 15, 1941, and Serial No. 772,806, filed September 8, 1947.

What I claim is:

1. Engine fuel supply control means; and engine torque and surrounding air temperature responsive means operatively connected with said control means and actuating the latter automatically to vary the engine fuel supply in predetermined relation to engine torque and air temperature.

2. For a combustion engine, in combination: engine fuel supply control means; and engine torque responsive means, surrounding air temperature responsive means and manually actuated control means operatively connected to the fuel supply control means and actuating the latter to regulate the engine fuel supp in predetermined relation to said torque, air temperature and the setting of said manually actuated control means.

3. In combination: engine fuel supply control means; and engine torque responsive means, atmospheric air temperature responsive means and barometric air pressure responsive means actuating said control means automatically to regulate the engine fuel supply as a preselected function of said torque, air temperature and air pressure.

4. Engine fuel supph; control means; and interacting engine torque responsive means, means responsive to the temperature and pressure of the air in the immediate vicinity of the engine, and manually actuated control means operating on the fuel suppLv control means to regulate the engine fuel supply in predetermined relation to said torque, temperature, pressure and the setting of the manually actuated control means.

5. For an engine control system including a I fuel pump and means for driving the pump from the engine: fuel control means to regulate the quantity of fuel delivered by the pump to the engine; and manually actuated means and automatic means connected with the fuel control means for actuating the latter to control engine operation; said automatic means including engine torque responsive means controlling the engine fuel supply in preselected relation to engine torque, and surrounding air pressure and air temperature responsive means controlling the engine fuel supply as a predetermined function of said pressure and temperature.

6. For a propulsion engine driving a propeller shaft through a reduction gear including a torque reaction member: a fuel supply and control system including a fuel pump; means for driving the pump from the engine; fuel control means to regulate the supply of fuel delivered by the pump to the engine; and operatively interconnected manually actuated engine control means and automatic means operating on the fuel control means; said automatic means including means responsive to changes in the torque to which said reaction member is subjected during engine operation, and surrounding air temperature and pressure responsive means.

7. For a propulsion powerplant driving a propeller and having a torquemeter device: a plurality of regulating means to variably control powerplant operation; servomotor means operating on said regulating means; and means responsive to the torquemeter device and means responsive to changes of surrounding air temperature to wntrol said servomotor means automatically.

8. For a propulsion powerplant driving a propeller and having a torque metering device: a plurality of regulating means to variably control powerplant operation; servomotor means operating on said regulating means; and means responsive to the torque metering device and means responsive to changes of air temperature and air pressure in the proximity of the powerplant to control the scrvomotor means automatically.

9. For an engine having a throttle: a device for variably adjusting said throttle, including.

cooperating manually adjustable control means, engir e torque responsive means and atmospheric air temperature responsive means so constructed and arranged as to adiust said throttle in preselected relation to said torque, temperature and the setting of said manually adjustable controlv 11. For a combustion engine having a variable capacity combustion air compressor: first means adapted variably to control the compressor capacity; and engine torque responsive means and means responsive to air temperature and air pressure in proximity of the engine for actuating the first means to regulate the compressor capacity automatically upon variations of said engine torque, air temperature and air pressure.

12. For an aircraft propulsion powerplant including a combustion engine, a propeller shaft driven from the engine through a reduction gear, torque responsive means actuated upon changes in the torque transmitted through said reduction gear, and a manual control, a fuel and control device including: a fuel pump; means for driving the pump from the engine; fuel control means regulating the flow of fuel supplied by the pump to the engine; a servomotor actuating the fuel control means; servomotor control means; and operative connecting means between the manual control, the torque responsive means and the servomotor control means so constructed and arranged as to be capable of actuating said fuel control means upon changes in the setting of the manual control and variations of reduction gear torque, whereby any desired permissible schedule of powerplant propelling effectiveness may be selected by means of the manual control and automatically maintained for each flight condition, while operating conditions resulting in excessive torque are automatically avoided.

13. For an aircraft propulsion powerplant having a combustion engine, a propeller shaft driven from the engine through a reduction gear, and a' manual control; a fuel and control device including: a fuel pump; means to drive the pump from the engine; fuel control means regulating the flow of fuel supplied by the pump to the engine; torque responsive means actuated upon changes in the torque transmitted through said reduction gear; temperature and pressure responsive means actuated upon changes of air conditions in the immediate proximity of the engine; and operative means connecting said manual means, said torque responsive means and said temperature and pressure responsive means with the fuel control means to actuate said fuel control means and correct theengine fuel flow in preselected relation .to changes in the setting of the manual control, variations in said reduction gear torque, and changes of conditions I0 affecting said temperature and pressure responsive means.

14. In. an engine fuel supply and control system: engine driven means including a fuel pump to supply the engine with a flow of fuel substantially in direct proportion to engine speed; fuel flow regulating mean for altering the flow of fuel supplied to the engine independently of the engine speed; and barometric pressure and ensine torque responsive means operating on said fuel flow regulating means automatically to alter the engine fuel flow in predetermined relation to changes of altitude and variations of en ine torque.

15. Engine fluid supply and control device including, in combination with a pump for supplying fluid to the engine: control means for varying the flow of fluid supplied by said pump to the engine; engine torque responsive means; temperature responsive means actuated upon variations of air temperature in proximity of the engine; and an operative connection for actuating said control means from said torque and temperature responsive means to vary the flow of fluid supplied to the engine as a predetermined function of said torque and temperature.

16. An engine accessory having control means for variably regulating the operative setting of the accessory; temperature and pressure responsive means actuated upon variations of atmospheric air temperature and pressure respectively in proximity of the engine; engine torque responsive means; and an operative connection actuating said control means from said temperature, pressure and torque responsive means to vary the operative setting of the accessory in predetermined relation to said temperature, pressure and torque.

17. For an engine having fluid supply control means: a control device including servomotor means adapted for connection with said fluid control means to actuate the latter; servomotor control means; engine torque responsive means; a manually movable control member; and linkage means including a floating lever connected at three difierent points with said servomotor control means, engine torque responsive means and control member for cperatively connecting the control member and torque responsive means with the servomotor control means for actuating the latter to vary the engine fluid supply in predetermined relation to changes in the setting of the control member and variations of torque.

18. For an engine having fluid supply control means: a control device having a servomotor adapted for connection with said fluid controlmeans to actuate the latter; servomotor control means; engine torque and ambient pressure responsive means; a manually movable control member; and linkage means including a floating lever operatively connecting the control member and the torque and pressure responsive means with the servomotor control mean for actuating the latter to alter the engine fluid supply in predetermined relation to variations of torque and altitude and changes in the setting of the manual control member.

19. For an engine having fluid supply control means; a control device having servomotor means adapted for connection with said fluid control means to actuate the latter; servomotor control means; engine torque, air pressure and atmospheric temperature responsive means; a manually movable control member; and linkage means including a'floating lever operatively connecting the control member and said torque, pressure and temperature responsive means with the servomotor control means for actuating the latter to alter the engine fluid supply in predetermined relation to variations of said torque, pressure and temperature and changes in the setting of the control member.

20. As an article of manufacture, an engine accessory including in combination: reversible motor means adapted variably to regulate an operative setting affecting engine operation; motor control means; a manually movable member; torque responsive means adapted for connection to the engine to measure engine torque; barometric pressure responsive means; and an operative interconnection between said member, torque responsive means, pressure responsive means, and motor control means for actuating the latter to regulate said operative setting as a preselected function of engine torque, barometric pressure and setting of the manually movable member. 21. As an article of manufacture, an engine accessory including in combination: reversible motor means adapted variably to regulate an operative setting aflecting engine operation; motor control means; a manually movable member; torque responsive means adapted for connection to the engine to measure engine torque; surrounding air temperature responsive means; and an operative interconnection between said member, torque responsive means, temperature responsive means and motor control means for actuating the latter to alter said operative setting in predetermined relation to variations of engine torque and air temperature and changes in the setting of the manually movable member.

22. A power control for a combustion engine, including: engine control means; means responsive to engine torque; means responsive to air temperature; means responsive to air pressure; and an operative connection between said four means actuating the engine control means in accordance with torque, temperature and pressure to limit the engine torque to a maximum value which varies in predetermined relation to air temperature and air pressure near the ensine.

23. Combustion engine controller including: engine control means; means responsive to engine torque; means responsive to air temperature; means responsive to air pressure; manually actuated control means to select an engine operating schedule; and an operative connection between said five means for actuating the engine control means to regulate the engine torque automatically as a preselected schedule dependent upon the setting of the manual control means and varying in predetermined relation to air temperature and pressure adjacent to the engine.

24. For use with an aircraft engine having a manual throttle lever for controlling the engine power, an air supply control device including coaxial pressure responsive means for varying said supply automatically upon either an increase or a decrease of atmospheric pressure and of an operative pressure varying with changes of said supply, first means to modify the operative adjustment of said pressure responsive means, and second ;i means to connect said first means with said manual throttle lever.

25. An aircraft engine air supply control device including a hydraulic servomotor for either increasing or decreasing said supply, a hydraulically balanced servomotor control valve, a lever having one end, connected with said valve. coaxial pressure responsive means connected with a second point of said lever to move said valve upon changes of atmospheric pressure and an operative pressure-varying with changes of said supply; and a manually actuated lever connected with a third point of said lever to modify the operative setting of said control device.

26. An aircraft engine air supply control device including a servomotor for either increasing or decreasing said supply, servomotor control means, a lever having one end connected with said control means, two coaxial expansible bellows having their outer ends fixed, spacing means maintaining the inner ends of said bellows at invariable distance from one another, a connection between said spacing means and a second point of said lever, fluid containing means wherein the pressure varies with changes of said engine air supply, conduit means connecting the space within one of said bellows with said fluid containing means, the other bellows being sealed. said two bellows having diflerent displacements so as to be actuated by changes of surrounding atmospheric pressure, and means connected with a third point of said lever to modify the operative adjustment of the device.

27. For use with an engine having a variable speed supercharger, a regulator including a servomotor adapted to either increase or decrease the speed of said supercharger to regulate the engine induction pressure, pressure-balanced servomotor control means, a housing, and two coaxial expansible bellows of different diameter connected end to end in said housing for actuating said control means in response to either decrease or increase of atmospheric pressure and of an engine operating pressure tending to vary with changes of supercharger speed.

28. For use with an aircraft engine having a single manual lever variably to control engine operation, a variable speed supercharger and means for changing the speed thereof, a fuel supply control device including coaxial pressure responsive means operatively connected with said first mentioned means for varying the fuel supplyupon changes of atmospheric pressure and of an operative pressure varying with changes of fuel supply, and means to connect said pressure responsive means with said manual lever to modify the operative adjustment of said pressure responsive means.

29. For use with an engine having a single manual lever to control engine operation, a throttle valve, a supercharger drivable at variable speed, and means for changing the supercharger speed, a fuel supply control device including coaxial pressure responsive means actuating said valve and first mentioned means upon changes of atmospheric pressure and of an operative pressure varying with changes of fuel supply, and means to alter the operative adjustment of said pressure responsive means with changes in the setting of said manual lever.

30. For use with an engine and a single manual lever controlling the engine power output, a first valve means which is adjusted to vary the power output of the engine, a second valve means which is adjusted to vary the power output of the engine, motor means for said first and second valve means, an automatic control device responsive to a force which is a measure of engine power output, regulating means for adjusting the setting l3 of said automatic control device, means connecting the regulating means with said manual lever to alter the setting of the regulating means upon changes in the setting of said manual lever, and means for operatively connecting said control device through said motor means to either one or the other of said valve means.

31. For use with an engine and a single manual lever to control the engine, a plurality of regulating means for the engine, motor means for positioning said regulating means, an automatic control device responsive to a force which is a measure of engine ower output, means connecting the manual lever with the control device to alter the operative setting of the latter upon changes in the setting of the manual lever, and means for operatively connecting said control device through said motor means to said regulating means in sequence to effect sequential operation of said regulating means.

32. As an article of manufacture: a regulator comprising a casing; an evacuated bellows having one end fixed and the other and movable: a

- second bellows having one end fixed and the other end movable; said two bellows being arranged within said casing in opposed relation to one another with said movable ends connected to move together; walls defining a passage which connects with the interior of the second bellows and through which it may be subjected to a control pressure; a cylinder; a double-acting piston in said cylinder; a control valve having a neutral position and movable therefrom in opposite directions to admit pressure fluid to said cylinder on either side of the piston; said valve being hydraulically balanced whereby changes of hydraulic fluid pressure do not affect the valve operation; an operative connection between the valve and the movable ends of the two bellows; resilient means associated with the movable ends of the bellows to balance the pressure acting thereon; and setting means including a lever having one end located outside of the casing and operable to alter the load of the resilient means.

33. As an article of manufacture: a regulator including a casing; an evacuated bellows having one end connected with said casing and the other and movable; a second bellows having one end fixed and the other end movable; said two bellows being arranged within said casing in opposed relation to one another and with said movable ends connected to move together; the displacements of the two bellows when so moving together being unequal whereby they are actuated by changes of surrounding pressure; walls defining a passage which connects with the interior of said second bellows and through which it may be subjected to a control pressure; a double-acting hydraulic motor; a motor control valve having a neutral position; said valve being hydraulically balanced whereby changes of hydraulic fluid pressure do not affect the valve operation; first conduit means in said casing which connects to the hydraulic motor and through which the latter may be supplied with hydraulic fluid under pressure; second conduit means in said casing which connects to the hydraulic motor and through which hydraulic fluid may be drained from the motor: passage means in the casing independent of said first and second conduit means and arranged to subject the exterior of both bellows to a common pressure; an operative connection between the valve and the movable ends of the bellows; resilient means associated with the movable ends of the bellows to balance the pressures acting thereon;

l4 and setting means including a lever having a movable end located outside of the casing andoperable to alter the load of the resilient means,

34. For an engine having a manual lever for controlling the engine speed, a variable speed supercharger, supercharger speed control means and a throttle valve: a control device including pressure responsive means for controlling the supercharger speed control means and the throttle valve; and an operative connection for varying the pressure setting or the device in accordance with the adjustment of said lever.

35. For an engine having a gear driven second stage supercharger, a first stage supercharger, means for driving the latter at steplessly variable speed, first stage supercharger speed control means and a throttle valve, 9. control device including reversible servom'otor means actuating said speed control means and throttle valve in predetermined sequence whereby the engine air supply is increased by first opening the throttle valve and thereafter, when the valve has reached a predetermined open position, by increasing the supercharger speed; pressure responsive bellows for controlling said servomotor means; a control lever .manually operable to regulate the engine speed; and means for altering the operative setting of the pressure responsive bellows to vary the engine air supply with changes of adjustment of said control lever.

36. For use with an engine having: a variable speed supercharger and supercharger speed control means, a regulator including pressure responsive means for actuating said control means, and walls defining a passage through which the pressure responsive means may be subjected to a controlling pressure which varies with changes of engine load, said pressure responsive means being actuated at all altitudes by changes of atmospheric pressure for operating on said control means to maintain a desired load characteristic on the engine with variations of altitude.

37. For an engine having manual means for controlling engine operation and engine fuel supply control means, a regulator including power means adapted for actuating said fuel supply control means, condition responsive means for controlling said power means, including means responsive to atmospheric pressure and atmospheric temperature variations, additional pressure re sponsive means, wall means providing a passage through which the additional pressure responsive means may be subjected to engine operating pressure, and an operative connection between the manual means and the condition responsive means for altering the operative adjustment of the latter upon variations in the setting of the manual means.

38. For use with a combustion engine having valve means for regulating the engine fuel supply, a regulating device including: power means for operating said valve means; operatively interconnected manual control means and means responsive to variations of atmospheric pressure and temperature and additional pressure responsive means for controlling said power means; and walls providing a passage through which said additional pressure responsive means may be subjected to an engine operating pressure.

39. For use with an engine having valve means which is adjusted to vary the power output of the engine and motor means for positioning said valve means, an automatic control device responsive to variations of a control force which is a measure of engine power output, a, manually operable control lever for altering the position of said valvemeans independently of changes of said control force. a floating lever through which said control lever and said motor means are connected to said valve means for adjusting it. means for adjusting the setting of said automatic control device which is connected to and operated by said control lever, and means biasing the floating lever toward a position corresponding to a predetermined setting of the valve means.

40. For use with an aircraft engine having first regulating means for the engine, a supercharger for the engine, and second regulating means for the supercharger, an automatic control device responsive to a force which is a measure of engine power output and including motor means for operating said first and secondregulating means, means for adjusting the setting of said automatic control device, means operated when the first regulating means reaches a predetermined position through which the second regulating means is controlled by said automatic control device, and means operated when the second regulating means reaches a predetermined position through which the first regulating means is controlled by said automatic control device.

41. For use with an engine having a single manual control lever to control engine power. a supercharger, a variable speed supercharger driving means, and supercharger speed control means, a control device including pressure and temperature responsive means for operating said speed control means automatically, regulating means for altering the pressure setting of the control device, and means to connect said regulating means with said manual control lever.

42. For an engine having fuel supply control means, a control device including pressure responsive means and atmospheric temperature responsive means for operating said control means, walls providing a passage through which the pressure responsive means may be subjected to controlling engine operating pressure, and a manually operated control lever operatively connected with the pressure and temperature responsive means for altering the operative setting thereof to select the engine fuel supply.

43. As an article of manufacture, a regulator comprising a housing; an evacuated bellows having one end movable; a second bellows having one end movable; said two bellows being arranged within said housing in opposed relation to one another with said movable ends connected'to move together; resilient means associated with the movable ends of the bellows; walls defining a passage which connects with the interior of the second bellows and through which the bellows may be subjected to a control pressure; a cylinder; a double acting piston hydraulically operated in said cylinder; a pilot valve having a neutral position and movable therefrom in opposite directions to admit hydraulic fluid under pressure on either side of the piston; said pilot valve being hydraulically balanced whereby changes of hydraulic fluid pressure do not affect the operation of the valve; a selective control lever outside the housing; a floating lever; a connection between the selective control lever and a first movable point of the floating lever; a connection between the movable ends of said bellows and a second movable point of the floating lever; and a connection between the pilot valve and a third movable point of the floating lever.

44. An aircraft propelling engine regulator comprising a housing; an evacuated bellows havi6 ing one end movable; a second bellows having one-end movable; said two bellows being arranged within said housing in opposed relation to one another with said movable ends connected to move together; walls defining a passage which connects with the interior of the second bellows and through which it may be subjected to a con trol pressure; a cylinder; a double acting fluid pressure operated piston in said cylinder; a piston rod moving with the piston; a pilot valve having a neutral position and movable therefrom in opposite directions to admit actuating fluid pressure to said cylinder on either side of the piston;

said pilot valve being balanced as to said fluid pressure whereby changes of fluid pressure do not affect the valve operation; a pilot's control leveroutside the housing whereby an operative condition affecting the engine propelling eflectiveness may be variably selected by the pilot or engineer; a connection between the pilot's control lever and a first movable point of the floating lever; a connection between the movable ends of said bellows and a second movable point of the floating lever; a connection between the pilot valve and a third movable point of the floating lever; and a linkage associated with said piston rod and including a second floating lever, a movable point of said second floating lever being connected with the piston rod to move therewith.

45. For use with an engine having a manual lever to control engine operation, a control device including a servomotor to actuate an engine regulating member in opposite directions tending either to increase or decrease the engine air supply; pressure-balanced servomotor control means having a neutral position; two coaxial expansible pressure responsive bellows having diiferent diameters connected end to end for actuating said control means upon changes of atmospheric pressure; conduit means for maintaining within one of said bellows an engine operative pressure tending to vary with changes of engine air supply; a spring for balancing the pressure exerted on said expansible means; and means to connect said spring with the manual lever for varying the spring load with changes in the setting of said manual lever, whereby the control device automatically prevents said engine operative pressure from either exceeding or dropping below the value correspondingto the setting of the manual lever and atmospheric pressure.

46. Engine control system including valve means for regulating the engine fuel Supply; actuating means for said valve means; and operatively interconnected manually actuated means and means responsive to variations of barometric pressure and ambient air temperature and additional pressure responsive means for controlling said actuating means; and a passage through which said additional pressure responsive means may be subjected to an operative pressure varying with the engine fuel supply.

47. An engine control including valve means regulating the engine fuel supply; actuating means for the valve means; and ope'ratively interconnected manually actuated means, means responsive to variations of barometric pressure and atmospheric temperature and additional pressure responsive means to control the actuating means; and a passage through which said additional pressure responsive means may be subjeced to a pressure which varies with an operative pressure dependent upon the engine fuel supply.

1 48. For use with a combustion engine having a fuel pump and fuel control means regulating the quantity of fuel supplied by the pump to the en- 17 gine, a control device including actuating means for operatingg'said fuel control means; operatively interconnected manually actuated means, means responsive tonarometric pressure and atmospheric air temperature and additional pressure responsive nia'ns operating on said actuating means; and means for subjecting the additional pressure responsive meansto a control pressure varying with changes of engine fuel supply.

FERDINANDO CARLO REGGIO.

i'mrnnnncns crrnn The following references are of record in the tile of this patent:

UNITED STATES PA'I'ENTS Number Name Date 1,371,444 Sherbondy Mar. 15, 1921 1,508,707 7 Moss Sept. 16, 1924 1,663,936 Cozette Mar. 27, 1928 1,816,737 Moss July 28, 1931 1,983,225 Gregg Dec. 4, 1934 2,079,958 Dodson May 11, 1937 2,082,397 Hiscock June 1, 1937 2,088,954 Gregg Aug. 3, 1937 Number Number 18 Name Date Buck Jan. 31, 1939 Heinrich et a1. June 6, 1939 Chandler Feb. 6, 1940 Gregg et a1 June 18, 1940 Berger Oct. 1, 1940 Halford et a1 Oct. 8 1940 Ammann Jan. 14, 1941 Lozivit et a1 Feb. 25', 1941 Schultz et a1 May 20, 1941 MacClain July 8, 1941 Lundquist et a1 Nov. 11, 1941 Crane Feb. 17, 1942 Kitler Apr. 7,, 1942 Pierce May 12, 1942 Berger May 19, 1942 Schimanek June 2, 1942 FOREIGN PATENTS Country Date Great Britain 1936 Great Britain 1938 France 1935 France 1939 

